anderson



Jan. 27, 11931. H. Ei ANDERSON 1,790,362-

AUTOMATIC SLACK ADJUSTER FOR BRAKE RIGGING 'Filed Nov. 15, 1930 3 Sheets-Sheet l ATTORNEY Jan.' 27', 1931.

H. E. A NDERsoN AUTOMATIC SLACK ADJUSTR FOR BRAKE RIGGNG Filed Nov. 15, 1930 3 Sheetssheet 2 Il .I/

INVENTOR 7h75. ma,

ATTORNEY Jan. 27, 1931-.-l H. E. ANDERSON AUTOMATIC SLACK ADJUSTER FOR BRAKE RIGGING FiledNov i5, 19:50 5 sheets-sheetV 5 INVENTOR @M BY 7$Q'%'TORNEY Patented Jan. 27, 1931 'JS me? raras ,erst rines HARLEY ANDERSON, or'KANsAs CITY, MISSOURI, AssIefNorv 'ro GUsTIN-BACON MANUFAOQURING oo., oFxANsAs OIIY, MISSOURI, AoORPoRATION or MISSOURI Y AUTOMATIC SLAOK Anausmnn FOR-.BRAKE RIGGING Application sied november 15, 1930.r serial No. 496,010,

My invention relates to that lclass of slack adjusters which are designe'dto automatically compensate for the wear on the brake shoes ,so that the required piston travel will rbe maintained, and which holds the brake levers and cylinder levers at right angles, to the center line of the car, which is the ideal point from Vwhich theyshould be operated.

Devi-ces of this kind with which l am familiar are so constructed that if the brakes are applied for a long time continuously, as down a long mountain grade, the automatic feature o-f the slack adjuster will prevent any increased piston `travel because of the brakes remaining on Vso longr they begin to burn od,

as the device would be moved against the stop I Y bracket and stop any furthertravel of fthe top rods. Some of the slack adjustersof this type, with which l am familiar, are affected- 0 by a car rounding va curve which lias'a tendency to allow the adjuster to come against the stop bracket closer than when the car is onV a straight track, thus tightening the brakes. My'in'vention has for its principal object to providea device which will automatically move'- the top or fulcrum point of each dead lever back and towards thewheels as the .brake shoes wear. v Y

A further object is to hold and control pfour brake levers at all times that is to say the two truck live levers and the cylinder and floating, levers at right angled positions.V lt has .generally been understoood that the dead Vlever could not be moved because Vit J practically has no movement when the brakes are applied. Infact that is the reason why it is called the dead lever.

My invention has for its further object to move this dead levenautomatically as the brake shoes Wear. h

A further and important vobject of my 1nvention is touconstruct a devicel which will not require the drilling; of any holesfin the 1 car frame inorder to mount the device on any VfreightV car. Y Y Y AY further obj ect of my invention is tofprovide a construction'in which the adjuster will not prevent the brake cylinder piston from creeping on out to the end ofits maximum travel, inthe case of'a mountain grade, 1

wherethe brake shoesrare burning, my con struction providing for the brake cylinder piston to have four inches of more travel before the piston will strike the non-pressurey head and four inches additional travel of the live lever and the top rods-will increase the piston travel to increase two inches before theadjuster will take up. It followsthat the fouling of the brake rigging, in any way, is entirely avoided, but as soon as the brakes are'released the adjusters will automatically operate, readj ust the piston travel to what it was originally set at,lwhich is the `requirement for air brake piston travel on railroads. Y

My rmea-ns of accomplishing the fore-goingV objects may be more readily comprehended by having reference tothe accompanying drawings which Vare hereuntoV annexed and j, made a part of this specification, in which-4 llig. l is a ,side elevation, of my improved device `applied to a truck of a freight car,

the non-essential parts being indicated by dotted lines. This is a standard A. R. A. truck the bolster being shown in section through the center or just a little at one side ofthe center and exactlyat the point where the top of the-dead lever is attached to the truck bolster. It will, of course, be understood, by persons skilled in the art, that the topof the live lever is in direct line with the j top of the dead lever, only that vit is on the opposite side of the bolster;

Fig. 2 is a fragmentary detail view showing the position of the adjuster and the position of the dead lever when the brake shoes are worn off 3 is a fragmentary end view of thel top of thev live truck lever showing the con- Y nection to thetie rod as shown in Fig. 2;

Fig. l is a topV or plan view ofthe device as shown in Fig. l; f v

Fig. 5 is an enlarged detailview oftheV device showing the manner in which the vratchet teeth of the racksV are inclined;

Fig. 6 is an enlarged view takenV in section on the line V6-A-G in liig. 5;.y y K v Y ,j

Fig. 7 is an enlarged view taken in Sec* tion on the line 7--7 in 5;

Fig. 8 is an end elevation of the device as Figs. 4 and 6, is provided with shown in Fig. 6, the rod 27 being omit-ted for the salie of clearness; and

Fig. 9 is a detail view in plan of the crosshead guide and means for holding the pin in the dead lever.

Similar reference Vnumerals refer to similar parts throughout the entire description.

As shown in the drawings, my device consists of two racks 1 and each rack is provided withA a plurality of ratchet teeth 3 and 4 which are inclined in opposite'directions. A truck bolster 5, of standard construction, is provided with a dead lever fulcruin connection T his connection is provided with` a pin 7 which pivotally secures two guide straps S and `9, to the-lulci'um- 6, the outer ends 1G and 11 of these straps are secured by means ot bolts 12 to a stationary housing 13. The hoi ig 13 as more clearly seen in :in upwardly extending portion 14, in which is mounted a gravity actuated pawlv lywhich is adapted to engage the ratchet teeth termed on the rack 2, convenient means of manually disengaging the pawll is provided by sii-eye bolt 16 which extends through the top wall of the upwardly extending portion i4 and is screwed into the gravit-y pawl 15. The

rack 1 is provided with an extension 17,- which is preierably round in cross-sectionf which extends through Ca laterally extended portion of the housing i3. Upon this round portion 17,oif the racl; l, I mount a compression spring 19, one end 2O oic which bears against the upwardly extending portion 14 of the stationary housing 13, the other end being secured in place by a washer 22 which is prevented *from longitudinal movement bv ineans of a pin23 mounted adjacent the end of the round eXtension'17-of the rack 1.

The other end 24 of the rack 1 is provided with an upwardly extending' lug 25. This lug 25 is provided with a central aperture 26 in which is mounted a `tie rod 27 which connects the rack 1 with Ihe truck live lever 28. The rod 27, passes through a slot formed in the upward part of a connecting member 30, the lower end of which is forked or bifurcated, the two prongs 31 and 32 extending over the upper end 33 of the live truck lever 2S, being secured thereto by the usual brake pin 34 which also connects the truclr live lever to the ton rod 85. This rod 35 is conn nected tothe standard floating or cylinder lever (not shown) in the usual manner.- The end 37 of the rod 27 is threaded and passes through the aperture 26 in the lugr25 and sei'ured in position by means of anut 38.

The toothed portion of the rack 1 is slidably mounted in the upwardly extending portion 39 of a cross head 40, the gravity actuated pawl 41 is mounted in the upwardly extending portion 39 and is adapted to engage the ratchet teeth of the rack 1. Convenient means for manually disengaging the pawl from the ratchet teeth is provided by an eye-bolt 42 similar to the eye-bolt 16. The cross head is provided with guides 43 and 44 on opposite sides which are adapted to receive the two straps 8 and 9 upon which the cross head slides. The upper end 45 of the truck dead lever 46 is secured to the cross iead by means of a headless pin 47, the straps 8 and 9 serving to hold this pin in position. The cross head 40"liorms one end of the' rack 2, the other end being slidably mounted in the stationary housing 18- which is fastened to the straps 8 and 9 by the bolts 12. The lower end'of the truck dead lever 46 is coniiected to the lower end of the live truck lever 2S byla bottom rod 490i the usual standard construction. Both of these `levers 'are"sup` plied with the standard brake beam'connections 51 and 52 for mounting the brakes (notA i shown). The assembly, and operation of.` the device is as follows: Y

lt is first necessary to determine the length,` oi'- the tie rod 27, from the lugf25 to the upturned vend 36. rllhis is ascertained by installing new bralre shoes all around. The brake rigging is then squared up so that both cylinder and floating levers are in right angles with the centerline ofthe car andthe two truck live levers are in a vertical position. The air is then set with the usual lbs. rl"he distance is then ascertained from the lug 2501i the rack y1 to the connecting meinber 30 at the top of the live lever 28. rlhe end 36 of the tie rod 27 is then bent up so that any additional movement, of 'the truck live lever, will pull` on this tic lrod and v as a consequence will move the rack l.

This tie rod does not need to be as Aheavy. as the brake rods inasmuch as .the only load which it carries is the tension of the .coil spring 19 on the round end of the rack 1.

The length of the two straps 8 and 9 is de- -termined by the distance from the center 01"' the pin 7 to the center of the pin 47 i which will vary on different cars.' Then this has been determined and the straps of the requisite size are installed the device will operate as follows:

As soon as the shoes wear the live lever 28 will move toward its `wheel axle and thisn Vwill pull on the connecting rod 27- and will cause the rack 1 to nieve under `the gravity l pawl 41 which'will, if'there is any slack, en-

* gage the next adjacent vtooth `on `the rack.

As soon as the brakes are releasedthe spring r 19 will lpull'the rack 1 back and at the same time will Apull the rack 2 and the dead lever 46 baclt so that the gravity pawl 15 will drop into the correct tooth thereby'holdingfthe i dead lever 46 in exactly the same relation to the wheels as that voccupied by thelivelever 28. W'hen the brakeshoesare worn out and it becomes necessary to apply anew set ol shoes, all that is necessaryto do is, orthe cai' repairerl to lift the two gravity pawls 15 ISO Vtowards the truck bolstenuntil the rack 2 strikes a stop lug cast or formed, on the rack 2 adjacent the lug 25, When the device is again ready to operate. In my device there are no cotter keys and no brake'pins to be removed. Y 1

The convenience of this Will be apparent to persons skilledv in the art because `the car repairer is accustomed to going to the familiar place, i. e. the dead lever fulcrum,but instead of removing the usual brake pin and Cotter keys and changingV the dead lever to another hole in the dead lever fulcrum connection, vall he has to do is to lift the pavvls,

Y as above set forth, and return the parts to iin their original position.

Though I have described a specific typeof device, I do not Wish to be understood as limiting myself thereto as the drawings are furnished solely to illustrate a preferred embodiment of my invention and I do not de-V sire to be understood as limiting myself eX cept as such limitations may appear in the hereinafter appended claims.

Having described my invention, What I regard as new, and desire to secure by Letters Patent of the United States, is:

l. The combination With a brake rigging, having top rods, truck live and dead levers, and their connections, of guide straps secured to the bolster of a car, a stationary housing i'ixedly secured to said straps, a cross head slidably mounted on said straps, a rack bar secured to said cross head and slidable in said housing, arpavvl which engages the teeth of said rack bar mountedin said housing, means to connect said cross head to the truck dead ever, a second rack bar slidably mounted in said cross-head, a pawl mounted in said cross head Which engages the teeth of'said second rack bar, means to connect said second rack bar to the truck 1iive lever, a stop on said second rack bar, an extension on said rack slidably mounted in said housing, a spring on said extension which holds it normally projected from said housing, and means to connect said truck live lever to a top rod.

2. Thecombination With a brake rigging,

having top rods, truck live and dead leversV and their connections, of alstationary housing, a slidable cross-head, guides on Which said cross head slides, a rack bar secured to .said cross head and slidable in said housing,

a pavvl which enga-ges the teeth of said rac-k bar mounted in said housing, inea-ns to connect said cross head to the truck dead lever, a second rackbar slidably mounted in said cross head, a paWl mounted in said cross head which engages the teeth of said second rack bar, means to connect said second rack bar to the truck live lever, a stop on said vsecond rack bar, an extension on said second rack bar slidably mounted *inV said housing, a. spring on said extension which holds it normally projected from said housing, andfmeans to connect said lever to' a top rod. Y

3. The combination With a brake rigging, having vtop rods, truck live and dead levers and their connections, of a stationary housing, a slidable cross head, guides on Which said cross head slides, a rack bar secured to said cross head and slidable in said housing, Y a paivl which Vengages the teeth of said rack barmounted in said housing, means to connect the cross head tothe truck dead lever, a second rack bar slidably mounted in said cross head, ai pavvl mounted in said cross head which engage: the teeth of said second rack bar, means to connect said second rack :bar to the truck live lever, a stop on said second rack bar, an extension on said second rack' .bar

slidably mounted in said'housing, yieldalole Y means to hold said extension normally projected from said housing, and means to con-f neet said lever tov atop rod.

a. The combination with a brake rigging, having top rods, truck live and dead levers and their connections, of guide straps secured to the bolster of a car, a stationary, housing iiXedly secured to said straps, a cross head slidably mounted on said straps, a rack bar Asecured to saidcross head and slidable insaidhousing,ra paWl which engages the" teeth of said rack bai' mounted in said hous-` ing, means Vto-connect said cross head Lto the truck dead lever, a second rack. bar slidably meunted in said cross head, a paWl mounted `in said cross-head which engages the teeth havingjtop. rods, truck live and dead leversl Y and their connections, of guides secured to the bolster of a car, a stationary housing, a cross head slidable on said guides, a rack bar secured t0 said cross head, and slidalolev in said housing, a paivl which engages the teeth of `said rack bar, mounted in said housing, means Vto connect said cross head to the truck dead lever, a second rack bar slidably mountedin said cross head, a pavvl mounted in said cross head Which engages the teeh of said second rack baradjustable means to connect said rack bar to the truck live lever, a stop on Vsaid second rack bar, an extension on said second rack bai' slidably Ymounted in said housing, means to hold said extension normally projected from said housing and means to connect said truck live lever to a top rod.

G. The combinaiion with a brake rigging, having top rods, truck live and dead levers and their connections, of a stationary housing, a Crosshead in a predetermined spaced relation thereto, a rack har secured to said crosshead and slidable in said housing, a paWl in said housing to engage said rack har, means to connect` said Crosshead to the dead lever, a second rack har havin(r operative connection ith the live lever siidable in said cross i1 iad, a pavvl in said cross head to engage said second rack bar, automatic means to permit the wearing of the brake shoe to shift the position of said crosshead with relation to said housing.

7. The combination with a Ybrake rigging, having top rods, 'truck live and dead levers and their connections, of a s ationary housing, crosshead in a predetermined spaced relation thereto, guides for said crosshead, a rac-k har secured to said crosshead and slidable in said housing, a pawl in said housing to engage said rack har, means to connect said crosshead to the dead lever, a lsecond rack bar having operative connection with the live lever slidaole in said crosshead, a pawl in said crosshead io said second rack bar, automatic means o permit the Wearing of the brake shoe to shift the position of said crossliead with relation to said housing.

8. The combination with a brake rigging, havin@ top rods, Jsruck live and dead levers and heir connections, oi a stationary lions ing, a crosshead in a predetermined spaced relation ihereto, guides for said crosshead, means to secure said housing to said guides, a rack liar secured to said Crosshead and slidable in said housing, a pavvl in said housing to engage said rack bar, mean-s to connect said crosshead io the dead lever, a second rack bar having operative connection with the live lever siidable in said crosshead, a pawl in said crosshead to engage said second rack bar, ausomatic means to permit Jdie Wearing of ihe brake shoe to shift the position of said crosshead with relation to said housing.

HARLEY E. ANDERSON. 

